2014 Cadillac CTS: Looking to Conquer a New Market

Ever since it was first introduced in 2002, the CTS has been breathing fresh energy into the Cadillac brand, rejuvenating its image and – more importantly – its clientele. There’s no doubt that the CTS can take credit for the brand’s recent success. The first two generations of this sedan had the difficult task of straddling two different segments, as they were bigger than compact luxury sedans but smaller than the intermediates.

But the third generation is off the hook, as Cadillac now has the ATS to rival the BMW 3 Series, Audi A4 and Mercedes-Benz C-Class. The CTS sedan has thus been promoted and can focus its energies on competing against other intermediate luxury sedans. It’s a colossal challenge given that the segment is dominated by the BMW 5 Series, Audi A6 and Mercedes-Benz E-Class. No other contenders – not even those from Infiniti, Lexus or Acura – have been able to knock this trio off the podium to date.

• Also: Cadillac Prepares the ATS Coupe for Detroit
• Also: 2014 Cadillac CTS Vsport: 420 Reasons to be Happy

Longer and lighter

The 2014 Cadillac CTS is built on a modified version of the ATS platform. It’s obviously bigger, and you can tell at first glance. With the track being 30 mm wider and the wheelbase 90 cm longer, the CTS is slightly larger than its rivals. Plus, its base price of $50,000 is in-line with the competition. So, how is this Caddy planning on snagging buyers? To begin with, there’s its Cadillac heritage, but there’s also the fact that it’s lighter.

Cadillac capitalized on the latest overhaul to shave off as many pounds as possible and thus give the CTS an edge over the competition. It remains to be seen whether buyers will consider this a real advantage, though. In my view, brand prestige is usually the deciding factor, and the German labels are hard to contend with in that department.

Like its rivals, the CTS can be equipped with one of several engines. To start, there’s a 2.0-litre four-cylinder turbo that produces 272 horsepower and 295 lbs.-ft. of torque. It’s paired with a six-speed automatic transmission regardless of whether you choose rear-wheel drive or all-wheel drive. Given that this drivetrain has already proven itself in the ATS, it’s bound to be the most popular. Why? For the savings it involves – at the time of purchase and at the pump – as well as its relatively good power and tremendous flexibility.  

Vsport trim sporty but not competitive

Next up is the 3.6-litre V6, which delivers 321 horsepower. It comes with the same transmission, though the rear-wheel drive version receives an eight-speed automatic gearbox. Performance buffs can turn to the V trim, though it’s more timid than it once was. To prevent confusion, it’s now called the Vsport instead of the CTS-V. Note that it no longer has the Corvette 6.2-litre V8. Instead, the Vsport features a 3.6-litre six-cylinder twin-turbo engine that pumps 420 horses and 430 lbs.-ft. of torque. There’s no all-wheel drive for the Vsport, which sees all of its power sent to the rear wheels only. Yet, it comes with an eight-speed automatic transmission. The logic? Enhanced performance that refrains from being over-the-top.

Cadillac lineage and lines

The CTS’ exterior is characterized by the same angular lines seen on other Cadillac models. They used the same recipe, then added a dash of this and that to make it more modern. A lower grille accentuates its sporty look, while LED daytime running lights add a little panache. You can immediately tell that this is a luxury vehicle – and so it should be!

But you’ve got to wonder why the Vsport doesn’t have a more distinctive appearance. You have to pay very close attention to notice the difference, as the main distinguishing features are the unique 18-inch wheels and Brembo brakes. For nearly $75,000, most buyers want a car that stands out – and sadly that is not the case here. And when you consider the fact that life presents so few opportunities to unleash all those horses, you’ve got to wonder why anyone would opt for the CTS Vsport.

Inside, it’s like being inside a mini ATS. The only tip-off that you’re in the CTS is the digital instrument cluster and the added space. Cadillac’s all-new CUE system graces the centre of the dashboard. It allows you to control all aspects of the vehicle via a touch screen, whose interface is like a tablet. The digital instrumentation can also be customized any way you want – to the extent that you practically need a night course on how to capitalize on all its subtle features.

It goes without saying that the CTS comes with a whole host of technologies to assist drivers (or to drive them crazy, as the case may be). That’s just the reality of the segment. The factory-standard equipment is quite good, but not as generous as some rivals. None of the CTS trims come with a power trunk, even though this feature comes on even the most basic Mercedes-Benz models.

On the road

Even though the CTS is bigger, you’ll immediately appreciate its reduced weight. The car is so agile that you forget that you’re driving a large sedan. This is particularly true on the four-cylinder turbo, which has a lighter front section. The V6 hardly offers an advantage, except perhaps its rumble during accelerations. Obviously, the CTS Vsport’s twin-turbo engine offers a lot more juice and is the best option if you plan on heading to the racetrack. It can take you from 0-100 km/h in about 5 seconds.

The firmer suspension should please sport drivers, though more traditional buyers will find that the result is a lot less cushy and soporific than in the past. I have no complaints about this change, as they have struck a good compromise between comfort and handling. The optional Magnetic Ride suspension and its various settings gives drivers a few more options.

During the presentation of the third-gen CTS, Cadillac told us that they had their sights on taking down the BMW 5-Series. (Believe it or not!) While GM has definitely done an excellent job, it’s not that easy to dethrone a queen. The CTS still has to mature before that can happen, but it’s definitely on the right track.